Ship construction



G. K. SMITH.

SHIP CONSTRUCTION.

APPLICATION HLED MAY 17, 1917.

Patented July 12, 1921.

2 SHEETS-SHEET I.

G. K. SMITH.

SHIP CONSTRUCTION.

APPLICATION FILED MAYII, 1917.

1,384,410. Patented July 12,1921.

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Q fizi fi 3:15: lg; 2K 1 1 ILE UNITED STATES GEORGE K. SMITH, NEW YORK, N. Y.

SHIP CONSTRUCTION.

Application filed May 17,

To all 10 7mm it may concern Be it known that I, GEORGE K. SMITH, a citizen of the United States, and resident of the city of New York, in the county of Bronx and State of New York, have invented certain new and useful Improvements in Ship Construction, of which the following is a specification.

This invention relates to the construction of ships or boats and is adapted for use in the construction of merchant vessels and also naval vessels.

One object of the invention is to provide a hull constructed of metal plates such that the hull will be greatly strengthened and its manufacture simplified.

A further object of the invention is to render ships hulls comprising metal plates, easier of repair and to localize any injury caused by collision with external objects.

A further object of the invention is to restore to hulls constructed of metal plates, the advantageous features which have been inherent in hulls constructed of wood. The wooden longitudinal planking in hulls has all the natural qualities of stability, strength and graceful lines. In the metal ship many of these advantages are lost because the relatively thin plates, secured to the frame of the hull, do not cooperate at their edges in a manner to secure these advantages. According to the present invention, the hull plates are so constructed and placed that they cooperate with each other to realize these advantages.

A further object of the invention is to provide an improved frame work for the vessel whereby space, weight and utility are economized without diminishing buoyance and at the same time greater stability and strength are secured.

Another object of the invention is to provide asystem of air blankets, that is to say, air compartments which are adjacent the sides of the hull and so blanket the interior or cargo carrying space against inrush of water in case of damage to the exterior of the hull. The new system assures an equalized buoyance and pressure at all times and under all conditions.

A further object of the invention is the provision of a novel system of absolutely Specification of Letters Patent.

Patented July 12, 1921.

1917. Serial No. 169,255.

water tight compartments that will not buckle when the ship collides and that requires no automatic machinery to shut Water tight doors which are usually rendered useless by the collision. The air blanket when properly placed and arranged, w1ll accomplish automatically more surely and thoroughly the desired result. The parts injured by the accident will be reinforced by simply turning on the air pressure.

Other and ancillary objects of the invention willappear hereinafter.

In the accompanying drawings which illustrate the invention- Figure 1 is a perspective view of a portion of the ship viewed from a transverse section, some of the parts being broken away;

Fig. 2 is a side elevation of a vessel, partly broken away, showing a modified form of frame;

Fig. 3 is a top plan view of the apparatus of Fig. 2; and

Fig. l is a section on the line 4-4 of Fig. 2.

Referring to the drawings and first to Fig. 1, the hull may be closed in by a series of flanged plates 1, each of the plates comprising the outwardly exposed portion 2 .about the edges of which are inwardly eX- tending flanges 3. These flanges may be formed integrally with the plates 2 by pressing the plates into the desired form or may be formed by riveting angle irons to the edges of the plates as shown. These flanges are formed at the proper angle with the plates to which they are secured so as to come into close cooperation with adjacent similarly formed plates and these angles will depend upon the shape of the hull. Thus plates 2, etc., are located one above the other from the keel to the deck, the adjacent flanges of adjoining plates co6perating with each other and being secured together by rivets, bolts or other suitable fastenings 5 passing through these two adjacent fianges. The joint between the flanges may be made water tight by the use of lamp wicking and red lead or other suitable calking, which may be placed between the flanges before they are drawn together,by the rivets or other fastenings, A belt of plates of the desired confirmation in sweep, that is transversely of the hull, may thus be secured, and it will be seen that a series of plates from one deck down to the keel and upwardly to the other side of the deck form an arch or structure, with the keel as keystone, which is peculiarly adapted to stand exterior pressure, such as water pressure. The plates are secured together in a longitudinal strip or series from stem or stern by securing the adjacent end flanges of longitudinally displaced plates together, thus the plates 4 and 6 may be secured to gether by having their adjacent flanges secured together with suitable calking between them, by means of rivets or bolts 7 extending through the flanges. The desired shape of hull will be secured by giving to the plates the proper shape and their flanges the roper angles according to their location 1n the hull and for light and small vessels a further frame work may be found unnecessary. Eor larger vessels, however, and to give greater strength to the hull, T irons 8 may extend from the stern post to the stem with the central member of the T iron extending in between the flanges of adjacent plates and secured in position by the rivets which pass through the T iron as well as the plate flanges. Thus the iron 8 between the plates 2 and 4 has its central member 9 extending between the adjacent flanges of those plates, the rivets or fastening devices passing through the flanges also passing through the member 9. The outer member 10 of the angle iron overlaps the edges of the plates and has much the effect of a hoop upon the staves of a barrel in binding the plates of the hull together. It will be noted, however, that the flanges of the plates act as ribs so that in themselves they form a powerful resistance to any distortion. The hull may be still further braced by means of beams 11 which are secured to the flanges of the hull-plates by means of suitable bracket irons and, extending transversely of the hull are secured to .an upright or girder 12 extending vertically from the keel. A number of these uprights 12 are distributed along the hull from stem to' stern according to the frequency of bracing desired and the beams as 11 extend from the plates on both sides of the hull to the central upright at each section of the hull at which anupright is located. Thus the beam 13 is secured at one end to the upright 12 by means of riveted angle irons or in other suitable ways, while the other end of the bar is secured to the plate flanges 14 and 15 by means of a bracket plate 16, which is riveted to the beam 13 and to the flanges 14 and 15, straddling the-end flanges of the plates. It

- will be seen that the keel is constructed of two channel irons 17 and 18 placed back to back and riveted together, the uprights 12 being secured between them, the joints being made water tight in any suitable manner as by including lamp wicking and red lead between the surfaces secured together, as has been before referred to.

In case a double bottom is desired, it may be accomplished by means of similarly formed plates, but with deeper flanges and of such dimensions that the plates before referred to may nest within them. Thus there may be provided a plate having the large exposed surface 19 and with the side flanges as 20 and end flanges as 21 within which the plate 2 will nest; but on account of the greater depth of the flanges 20 and 21 over those upon the plate 2, there will be a space 22 between the plates '2 and 19. These plates are fitted in position as shown by nesting the plates having flanges of lesser height within those plates having flanges of greater height, and the same rlvets as 5 which secure the plates as 2 and 4- together,

also serve to hold the plates with deeper flanges in position. Ordinarily this construction is only desired for bilge work or the bottom of the hull. It will be seen that when properly fitted and calked or packed with lamp wick and red lead, tightly compressed by the-drawing up of the fastening bolts or rivets, air tight cells or air chambers are independently formed for each pair of nesting plates. Also added strength is given to the bottom of the bilge by improving the bracing. Altogether a greater pressure resisting structure over the present system of bilge work is obtained as will be understood by those skilled in ship building. Also a more uniform line can be obtained as well as a series of independent air tight cells or chambers at any desired vital parts, particularly below the water line. Upon the beams 11 may be built floors or decks as 23, 24, 25 and 26. Below the floor 26 may be erected vertical partitions 27 between the floor referred to and the bottom of the hull whereby separate compartments for water ballast or for other purposes may be provided.

With the hull construction of angle plating as described, the injury to the hull occasioned by a blow from the exterior is confined to the location of the blow. If the blow is severe enough, it will have the tendency to drive the plate or plates inwardly, and shear off the rivets at the joints. The damage will thus be confined to these particular plates. The injury can therefore be repaired readily by substituting new plates of the proper conformation. The opening itself can be immediately closed by a system of what I term air blankets, which will reinforce the injured section and supply the necessary buoyance until the permanent re pairs can be made. These air blankets are formed at the sides of the hull at any desired point. Thus a series of air tight chambers 28, 29 and 30 is between the floors 24 and 25, a similar series of chambers 31, 32 and 33 being formed between the floors 25 and 26. The arrangement of chambers is similar in all cases, those between the floors 25 and 26 being shown in collapsed condi tion, while those between 24 and 25 are shown in a more or less expanded position. The chamber 28 is formed between a wall 34 and a partition 35 which, although maintaining the chamber 28 air tight, is slidable between the floors 24 and 25 transversely of the hull. The chamber 29 is formed between the movable partition 35 and a similar movable partition 36 while the chamber 30 is formed between the movable partition 36 and a similarly movable partition 37. In

the partition 35 is a check valve 38 which permits air to flow from the chamber 28 into the chamber 29 but not in the reverse direction. Similarly a check valve 39 permits air to flow from the chamber 29 into the chamber 30. If therefore air is introduced into the chamber 28 from any suitable source, it not only tends to move the partition outwardly toward the hull, but the air also enters the chamber 29 when it tends to move the partition 36 outwardly and the air entering the chamber 30 tends to move the partition 37 outwardly. The effect therefore of introducing compressed air into the chamber 28 is not only to force the partition 35 outwardly but it enters into the succeeding chambers 29 and 30 and tends to move the partitions 36 and 37 outwardly. The result is a series of air tight chambers arranged one back of the other transversely of the hull. lVhenever desired these chambers can be expanded so that their partitions are forced outwardly against the hull so that if the plates of the hull are broken in, the partitions of the air chambers tend to stop the inflow of water and at the same time provide increased buoyancy at that point. Suitable valves and piping arrangements may be provided for controlling the admission of the air to the air blankets at any particular portions of the hull. The arrangement of the chambers of the air blankets one behind the other is desirable for the reason that if, the hull were punctured and the partitions of one or more air chambers were punctured, there are still others left intact which will follow up the injured partitions and effect the desired results. This arrangement of air blankets may be made to cover the entire interior of the hull or they may be arranged to cover such particular portions of the hull as may be desired.

The vertical wall 34 extends longitudi nally the length of the hull and consequently the chamber between the deck 40 and the floor 23 and between the hull and the wall 34 provides a water tight compartment which extends-the length of the hull near its top upon the inside. Similarly just within the hull and below the chamber ust referred to is a chamber between the'floors 23 and 24. Below this is the chamber between the floors 24 and 25 and under this the chamber between the floors 25 and 26. Thus a vertical series of chambers or water tight compartments is formed just within the hull so as to form an air tight series of compartments guarding the interior of the hull against the inrush' of water in case the hull is damaged. These chambers as referred to might be made use of to carry light freight in order that the space which they occupy may be utilized. An injury to the hull at one compartment would be confined to that compartment and communication to i the remainder of the ship could not be obtained. At the same time expansible devices as above referred to may be placed in the chambers as between the floors 24 and 25 whereby the injured part of the hull located at the compartment may be reinforced and an influx of water reduced or prevented. The vertical series of chambers as described are arranged on both sides of the hull extending from the top deck to the bilge. Extending across the bottom of the hull from one side to the other are the series of chambers formed by the hull, the partitions 27 and the floor above them. It will now be seen that the interior central or cargo carrying portion of the hull that is, the portion of the space within the hull which extends longitudinally and centrally and which is located between the wall 34 on one side and the corresponding wall on the other side and above the floor 26, is entirely surrounded (except at its top) by a system of air cham bers. In naval vessels this central space might be occupied by a cylinder 42 comprising a hydraulic or other lift for turrets and the like.

Referring to Figs. 2, 3, and 4 the construction of the shell of the hull'and the general arrangement of the frame are the same as in Fig. 1. The frame, however, 1s constructed of tubes, which not only give strength to the hull, but serve as means for carrying air or fluid which may be used for various purposes. Furthermore the tubular frame work, where used as air conduits, forms a perfect system of air chambers which may be controlled by suitably placed valves and the tubes forming the frame work may be jointed together by any suitable fittings, such as Ts crossed Ts or Us and offsets. The tubes themselves may be cast or milled to any desired size to suit their locations, and of any desired sections such as quarter, half round or other sections. By these means the frame work of the ship which is ordinarily dead weight, is made to serve as a fluid container whereby both ties of water ballast tanks and air containers for regulating the buoyancy of submersible boats. It is possible by the use of this tubular frame work in the manner specified to concentrate the ballast and buoyancy tanks in the frame work which was previously dead weight. In the structure shown. in Figs. 2, 3 and 4 at one sideof the hull and spaced therefrom a suitable distance, are the longitudinally extending pipes 43 arranged one above the other and adjacent one side of the hull 44. Similarly at the other side of the hull are the longitudinally extending pipes 45, while between the series of pipes 43 and 45" extend the transverse pipes 44' suitably joined respectively to the pipes 44' and 45 by suitable pipe fittings. At one side of the hull and communicating with the pipes 43 are a series of upright pipes 46 and at the other side of the hull are the series of upright pipes 47 communicating with the longitudinal pipes 45. Between theseries of pipes 43 and 46 on the one hand and the side of the hull 44 on the other, are arranged the air tight chambers extendin longitudinally of the hull just within t e outer shell of the hull as exained more fully in connection with Fig.

l 1. On the other side of the hull such-chambers are arranged between the series of pipes 45 and 47 on the one hand and the hull shell on the other. In the central part of the ship between the series of pipes 43 and 46 on one side and the series of pipes 45 and 47fon the other, is the interior central, longitudinally extending cargo space as has been referred to'in connection with Fig. 1, and'below the lowermost transverse pipes 44 are arranged the water tight compartments of the bilge structure as before referred to. The ends of the pipes as will be seen from an inspection of Figs. 2 and 4, extend outwardly to the hull so as to form supports for the plates and also for the purpose of providing means for extending protecting barriers against torpedoes from the sides of the hull. This structure will be again referred to. Near the lower part of the frame work and atthe central line of the ship is a tube 48 which is greater in length and circumference than the other tubes of the frame work in order to give the desired qualities of stiflness and stability tothe frame work and also toprovide asuitable water ballast tank of appropriate volume.

A protecting barrier against torpedoes may be provided by extending the transverse tubes 44 so as to terminate in cylinders 49 opening outwardly from the hull of the vessel. In these cylinders are ar- Fig. 4, that at the left of the figure being shown in extended position so as to intercept the torpedo, while that atzthe right of the figure shows the device retractedor in nonworking position. It should be observed that with this structure the torpedo intercepting device is retracted against the side of the hull when in non-protecting position so as not to constitute any opposition to the progress of the vessel while by supplying suitable fluid under pressure to the cylinders 49, the. barriers may be projected outwaruly into protecting position. The tubing frame work as described, operates as a well constructed truss or trestle, such as would be constructed for bridging over a space of like length and serves to equalize the strain as well as to stiffen and stabilize the vessel. Y

While the invention has been illustrated in what is considered its best applications it may have other embodiments without departing from its spirit and is not therefore limited to the structure shown in the drawlngs.

What I claim is- 1. A metal hull construction for ships comprising flanged and nested plates, said plates having flanges of difierentheights, and means for securing the plates together extending between said flanges, there being a chamber between said plates.

2. A metal hull construction for ships comprising in combination metal plates having flanges, adjacent plates proceeding transversely of the hull being of such shape and having the flanges at such angles as to cooperate with each other to produce the de sired transverse curvature of the hull, means for securing adjacent flanges together, and

belts extending longitudinally of the hull, said belts being of T shaped section and extending between adjacent plates and overlapping their :edges.

3. A metal hull construction for ships comprising in combination plates having flanges, adjacent plates proceeding longitu dinally of the hull being secured together by said flanges, means for securing said flanges together, said plates being of such shape and said flanges being at such angles that adjacent plates cooperate to produce the desired longitudinal lines of the hull, and belts extending longitudinally of the hull, said belts being of T shaped section and extending between adjacent plates and overlapping their edges.

4. A metal hull construction for ships comprising in combination metal plates having flanges, adjacent plates. proceeding transverse y of the hull being of such shape and having the flanges at such angles as to cooperate with each other to produce the desired transverse curvature of the hull, means for securing adjacent flanges together and belts running longitudinally of the hull outside said plates, said belts overlapping the joints between adjacent plates.

Signed at Westchester, New York city, in the county of Bronx and State of New York, this 11th day of May, A. D. 1917.

' GEORGE K. SMITH.

Witnesses:

HENRY V. BECKER, J OHN H. NICHOLS. 

